Camaro Transmission Install - A Trans For Today

A 4l80-E In Vintage Iron-The Ultimate "Freeway Gear"

We're going to install this new 4L80-E from TCI, into this Second-Gen Camaro. A new lock up converter and programmable computer accompanies the transmission.

For heavy street cars it's often necessary to run more gear (numerically higher) than you would like. Using a shorter gear will definitely improve the way your car launches and how it runs overall, but the shorter gear will drastically affect the drivability.

Since the motor will be in the power band faster, it'll be harder to keep a handle on it while street driving. The biggest downfall, besides using more gas, is freeway driving. When the engine is spinning at about 3,500 rpm and the speedo only shows 60 mph, it makes one wonder if it is worth it.

One of the cures for these traits is an aftermarket offering from TCI. It's a 4L80-E overdrive transmission-the same automatic that comes in dualies. It is an electronically controlled unit that still uses a lock up converter. The 4L80-E has the same basic gearing as the Turbo 400, with a Fourth and Final "freeway" gear. The high point here is that you can set your own shift points using a laptop computer. Also, with the help of the Throttle Position Switch (TPS), you can set how, when, and how hard the kick down comes on. With the custom program supplied with the small control box, it's possible to do just about what ever you want with this transmission.

3/27

First step is to install the converter. As you slide the converter back, spin it around to properly line up the splines.

The donor car is 3,700 pounds of Camaro. It is powered by a small-block equipped with AFR aluminum heads and a street blower, and has clocked quarter-mile times of 11.50 at more than 120 mph. There has also been many sessions of track days at different road courses, and it's driven fairly consistently-even making a full pull on the Power Tour. With all these accomplishments, it's a perfect candidate for our latest adventure.

Follow along with us as we show how relatively easy the job is. After all was said and done, we were allowed a very short period of time to drive the Camaro. We had to keep in mind that the computer was not yet calibrated, but the new tranny felt great and had a solid shift. We could not play with it for very long, and now that it is back with its owner, we have heard that it's just awesome to drive along the interstate, as well as on the track.

MORE PHOTOS

We're going to install this new 4L80-E from TCI, into this Second-Gen Camaro. A new lock up converter and programmable computer accompanies the transmission.

First step is to install the converter. As you slide the converter back, spin it around to properly line up the splines.

There isn't any problem physically with the fit. The dimensions of the 4L80-E are close to that of the Turbo 400. The flexplates between the two are not different, but check the coverter fit before you get this far.

When the trans is bolted up at the bell housing and properly secured, we installed the new trans mount. This Energy Suspension mount is for a Turbo 400. We drilled new holes to move the mount in, and bolted it up.

This new crossmember from Classic Industries is also for a Turbo 400. Here we had to slot the original holes to get proper alignment.

To get proper alignment between the crossmember and the trans mount we had to drill some new holes in the subframe. Using the hole-saw to make a guide hole, we installed the crossmember using just the front bolt.

With it tightened up we drilled the second hole.

With the crossmember bolted in place and mounts lined up...

...we decided to make this little plate to better stiffen the back of the trans.

We were able to use the old brackets and cable. Install the shifter arm and the cable bracket will bolt on using the pan bolts.

With the trans completely bolted in place we went back and bolted up the converter. It lined up perfectly with our new flexplate. The bolts threaded into the converter plate.

Since this trans sits back a little further we also had to measure for some new tranny lines. The new lines were installed at a later date.

The existing drive shaft also had to be shortened. Once it was done and properly balanced and installed, we found that we needed to tie the shift cable down. It would have rubbed on that rear seal, possibly wearing it out.

The existing drive shaft also had to be shortened. Once it was done and properly balanced and installed, we found that we needed to tie the shift cable down. It would have rubbed on that rear seal, possibly wearing it out.

This TCU was mounted in the lower corner of the floor next to the tunnel. It tucks nicely under the carpet and is not visible.

This is the Throttle Position Switch (TPS) which mounts to the firewall with the other end of this cable mounting to the carb. It records the throttle position, controls the shifts, and can even tell the difference in how you press the throttle. This way it reacts to virtually every situation.

With the TPS mounted to the firewall, simply plug one of the connectors from the TCU to it.

Using the existing throttle bracket we installed the new TPS in the lower kick-down mount.

Use the upper mount for the throttle cable.

On the underside of the car on the driver side, there is the main plug for the trans and smaller plug just above it.

This small plug is also on the driver side just above the shift linkage.

We ran these two power wires directly to the starter. One of them is for the box and one of them is for the new speedometer.

For every hot wire there needs to be a ground. We put these at the easiest place possible.

Here is the new electronic speedometer from Autometer.

The trans will also get a signal from the plugs on the back. The use of an electric speedometer is a must for everything to function.

Installing the new dipstick was a very tight fit. It took some time to slip down the tunnel; we used a small piece of wood to tap it into the trans.

COMMENTS

related articles

We take you through the steps required to install a Tremec T56 6-speed manual transmission behind the engine in a second-gen Chevrolet Camaro or other classic Chevy with a kit from Classic Chevy 5-Speed - Super Chevy Magazine » Read More

A tech article on how to install an upgraded Keisler Automotive Engineering transmission, rearend and driveshaft in a first-generation 1968 Chevy Camaro. Find all the details inside Chevy High Performance Magazine. » Read More

Project Brutus, our Chevy El Camino project car finally gets it's monster big-block and Turbo 400 transmission installed. We also show you how to check and measure for a custom driveshaft. Only at www.chevyhiperformance.com, the official website for Chevy High Performance Magazine! » Read More